timlin



(No Model.)

. 2 SheetsSheet 1. D. J. TIMLIN. GAR HEATING APPARATUS.

Patented Mar. 18, 1890.

5 amg zztuiml5:5

iinepfle N4 PETERS. Phnlo-Ulhcgraphen Waminghm. D c

(No Model.) 2 Sheets-Sheet 2;

D'. J. I'IMLIN. GAR HEATING APPARATUS.

Patented Mar. 18, 1890'.

, v l 5. 1? .m

a; m a M M? HHATQ g 8 A? m m N 4 I m m N y UNITED STATES PATENT OFFICE.

DAVID J. TIMLIN, OF BELLEVILLE, ILLINOIS, ASSIGNOR TO THE TIMLIN- I-IEIDINGER OAR HEATER AND ILLUMINATOR COMPANY, OF SAME PLACE.

CAR-HEATING APPARATUS.-

SPEGIFICATION forming part of Letters Patent No. 423,838, dated March 18, 1890.

Application filed October 9, 1889.

To all whom, it may concern:

Be it known that I, DAVID J. TIMLIN, a citizen of the United States, residing at Belleville, in the county of St. Clair and State'of Illinois, have invented certain new and useful Improvements in Oar-Heating Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the invention, as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying k drawings, forming part of this specification.

My invention relates to car-heaters, and is an improvement upon the apparatus shown and described in Letters Patent of the United States No. 387,124, granted to myself and Quito B. Heidinger July 31, 1888.

The object of the present invention is to provide an apparatus which may be used either as an independent hot-water car-heater, which shall work automatically for an indefinite time when once supplied with water from any source, or as a direct hot-water car-heater which shall receive a continuous supply of hot water directly from the locomotive or other source without impairing its capability of being used at will either as an independent steam-heater or as a direct steam-heater, as described in .the aforesaid patent.

With these objects in View it consists, first, in providing the reservoir or boiler shown in the aforesaid patent with a valved overflow-pipe having a water-trap at its lower end, whereby the water of condensation in said boiler may be prevented from rising beyond a certain level; secondly, in so connecting the steam-boiler and radiating-pipe that the apparatus may be converted into a 110twater car-heater at will, the pressure of steam in the boiler assisting in the circulation of the water; thirdly, in utilizing the steampressure in the boiler to assist the circulation of the water at thereturn end of the radiating-pipe, and, finally, in certain details of construction and arrangements of parts, as will be hereinafter more fully described.

In the accompanying drawings, Figure 1 represents a detail of the apparatus, showing the boiler and supplemental tank in section.

Serial No. 326,532. (No model.)

Fig. 2 is a perspective view of the apparatus as applied to a railway-car.

The same letters and figures of reference indicate identical parts in both the figures.

In the drawings, 10 designates the boiler or steam-generator; 9, the train-pipe; 18, the radiating-pipe, and A a supplemental tank or receiver located to one side and partly above the boiler. The boiler 10 is preferably located in one corner of the car, and may be of any approved construction; but I prefer to employ a vertical boiler of uniform diameter throughout, in the lower end of which is secured a fire-box 25 of less diameter than the boiler, so as to leave a water-space surrounding the same. The boiler and fire-box are mounted upon a base 22, in which a grate 37 is secured, the boiler and fire-boxbeing provided with the usual opening for charging the furnace and with smoke-fines 29, passing through the water and steam spaces of the boiler to a common uptake.

The train-pipe 9 communicates with both the steam and water spaces of the locomotive or other source of supply and is located along the side of the car above the floor, the ends of which pass to the under side of the floor, where they are provided with the usual flexible connection. The train-pipe 9 communicates with the top of the boiler 10 in each car by means of a branch pipe 7, by which the reservoir is charged with steam or hot water, as desired, a valve 14 being located in said branch pipe for the purpose of. cutting oif communication with the train-pipe when it is desired to use the apparatus as. an independent heater.

At a point about midway between the ends of the boiler I insert an overflow-pipe 46, having a valve 47 for opening and closing the same at will, and near the open outer end of said overflow-pipe I attach a water-trap 19 of the ordinary construction.

The radiating-pipe 1S communicates at one end with the steam-space of the boiler, and at a point below the overflow-pipe 46, I connect the boiler with said radiating-pipe by means of a short pipe 51, having a valve 52, for the purpose of establishing communication between the water-space of said boiler and the radiating-pipe when the apparatus is to be used as a hot-water heater. The return end of the radiating-pipe 1S communicates by means of a smaller pipe 39 with the top of the supplemental tank A, which in turn communicatcs at top with the steam-space ll of the boiler by a steam-pipe 44, having a valve 45, and at its bottom wit-l1 the water-space of ID the boiler by a pipe 42, having a check-valve 43. The valve 45 is closed at all times except when it is desired to drive out the water rapidly from the supplytank A into the boiler 10. At all other times the communication ber 5 tween the steam-space of boiler and supply-tank A is cut off in order that there may be no steam-pressure to counteract the returnfiow of the water through radiating-pipe.

At a point near the top of the boiler 10, I insert one end of a small steam-pipe 4S, having a valve 49, and the other or lower end of said steam-pipe 4S delivers into a chamber or enlargement 50, which I term a current-director, in the small pipe 39 to assist the cir- 2 5 culation of water in the radiating-pipes when the apparatus is used as a hot-water heater. At the lower end of the boiler I provide a valved drain-pipe 31 for the purpose of draining the water from the boiler when it is desired to clean out the same, a similar drainpipe 33 being at the return end of the radiating-pipe for the same purpose.

Having described the construction of my improved apparatus, 1 will now proceed to 5 describe its operation as a direct hot-water heater. The valves 2, 14, 47, 49, and 52 are opened,the valve closed,and the reservoir or boiler 10 and pipes are filled from the 1000- motive or other source to near the opening 40 of overflow-pipe 46, the level of the water in the boiler being indicated on the glass gage 32, when the pressure of steam in the reser voir or boiler 10 forces the water into circulation through pipe 51 into radiating-pipe 18, 5 and thence through pipe 39 to the supplemental tank or receiver A, whence it is trapped back into the reservoir through pipe 42 and cheek-valve 43. At the same time the upward circulation of water in the pipe 39 is assisted by a current of live steam constantly passing through pipe 48 into the current director 50 in the radiating-pipe 39. In case the ear is to be side-tracked or is run in a mixed train, or from any cause, the train-pipe cannot be conveniently connected with the locomotive or other source, and it is desired to use the apparatus as an independent hot-water heater, the boiler and pipes are filled, as above described, valves 14 and 47 are closed, leaving 3, 49, and 52 open. A tire is then started in the furnace 25, and as the steam is generated in the boiler 10 the pressure thereof sets in motion and maintains the water circulation in the same manner as above described.

Assuming that it is desirable to use the apparatus as a steam-heater supplied with steam direct from the locomotive or other source,

the train-pipe valve at the steam-space of the locomotive being opened by the engineer, and valves 2, l4, and 47 also being open, and valves 49 and 52 closed,steam passes through the train-pipe 9 and branch pipe 7 into the reservoir 10, thence through radiating-pipes 18 around the car, returning into receiver A, from which it passes through pipe 42 back to the reservoir 10. By this means the condensations accumulate in reservoir 10 until overflow-pipe 40 is reached, after which further condensations are trapped off through overflow-pipe 46 at automatic water-valve 19 into Waste-pipe 20 through the floor of the car. As a result, dry steam only circulates through the radiating-pipes, while the condensations.

saved in the reservoir to the level of overflowpipe 46 constitute an unfailing supply of water, always ready at any time in case it may be necessary to use the apparatus as an independent heater, the amount of steam necessary to heat the coach to the desired temperature being regulated by the valve 14. In case the ear is side-tracked, or from any cause the train-pipe cannot be conveniently connected with a steam-supply, and it is desired to use the apparatus as an independent steamheater,a supply of water in the boiler having accumulated from condensation, as above described, valves 2, 14, and 47 are closed, a fire is started in the furnace 25, and the steam generated from the water in the boiler 10 passes through the pipes into the supplemental tank or receiver A, as in the case of direct steam-heater just described. Valve 49 being open,the water of condensation is constantly returned to the supplemental tank, and thence through pipe 42 to the boiler, to be again converted into steam, so that one charge of water in the boiler becomes practically a perpetual supply.

If it is desired to use the heater only for hot water and without steam as a steamheater, that portion of the pipe 18 above pipe 51 may be dispensed with,as well as valve 52, without affecting the operation of the machine as a hot-water heater either direct or independent.

It will be observed that by carrying the water of condensation into the boiler 10 be fore allowing it to overflow a sufficient amount of water may at all times be stored in the boiler to insure the use of the apparatus eithe as an independent steam or water heater if from any cause the car is separated from the locomotive.

In the operation of my apparatus the valve 45 in pipe 44 is kept closed, except when it is desired to drain the supplemental tank quickly. It will thus be seen that there is no steam-pressure in the supplemental tank or back-pressure against the radiating-pipe, and the circulation is caused by the steam-pressure in the steanrspace ll of the boiler 10, the water returning or being trapped back by way of supplemental tank A, wherein is ordinarily no steam-pressure.

The said valve 45 is opened and the live steam from the boiler is admitted to tank A, which forces the water of condensation quickly through the pipe 42, when the valve 45 is again closed.

Having described my invention, What I claim to be new, and desire to secure by Letters Patent, is

1. In a car-heating apparatus, the combination, with a reservoir having a valved supply-pipe 7 from a remote point and a tank having a valved pipe-connection with the reservoir below the water-line of said reservoir, of a radiating-pipe connected at one end with the steam-space of the reservoir and near the other end with the supplemental tank by a smaller valved pipe-connection, a combustion-chamber beneath the reservoir, and a valved pipe connection between the reservoir and the i'adiatingpipe, said valved connection located below the water-line of the reservoir, as and for the purposes described.

2. In a car-heating apparatus, the combination, with a reservoir having a supply-pipe 7 of a combustion-chamber beneath said reservoir, a tank having a valved pipe-connection with the reservoir below the water-line of the reservoir, and a smaller valved pipeconnection With the steam-radiating pipe near the end of the latter, a valved pipe-connection between the reservoir and the radiating-pipes, said valved connection located below the water-line of the reservoir, and an automatic overflow water-trapped pipe 1ocated in the side of the reservoir, as and for the purposes described.

3. In a car-heating apparatus, the combination, with a reservoir having a valved supply-pipe 7 and a combustion-chamberbeneath it, of a tank having a valved pipe-connection with the reservoir below the water-line and a smaller valved pipe-connection with the steam-radiating pipe near the end of the latter, a valved pipe-connection between the reservoir and the radiating-pipe, said valved connection located below the water-line of the reservoir, and a valved pipe-connection which connects the steam-space of the reservoir with an enlai ged chamber, forming a current-director in the smaller pipe-connection of the tank and radiating-pipe, as and for the purposes described.

4. In a heating apparatus, the combination, with a boiler having a valved supply-pipe 7, of a supplemental tank having an automatic valve-connection with the boiler below the water-line and a valved pipe which connects the steam-space of the boiler with the supplemental tank above the water-line, a radiating-pipe communicating at or near one end with the water-space of said boiler and at the return end with the supplementaltank by a pipe having a current-director located therein, and a valved pipe connecting the steam-space of the boiler with the currentdirector, substantially as and for the purposes described.

In testimony whereof I affix my signature hereto in presence of two Witnesses.

DAVID J. TIMLIN. Witnesses:

GUSTAV F. DECKER, BENJ. A. SUPPAN; 

